|Número de publicación||US8145418 B2|
|Tipo de publicación||Concesión|
|Número de solicitud||US 12/121,610|
|Fecha de publicación||27 Mar 2012|
|Fecha de presentación||15 May 2008|
|Fecha de prioridad||15 May 2008|
|También publicado como||EP2131147A1, EP2131147B1, US20090287413|
|Número de publicación||12121610, 121610, US 8145418 B2, US 8145418B2, US-B2-8145418, US8145418 B2, US8145418B2|
|Inventores||Ben Meier, Jeffrey E. Love|
|Cesionario original||Honeywell International Inc.|
|Exportar cita||BiBTeX, EndNote, RefMan|
|Citas de patentes (14), Otras citas (4), Clasificaciones (7), Eventos legales (2)|
|Enlaces externos: USPTO, Cesión de USPTO, Espacenet|
Magnetic heading that is produced by current inertial navigation systems (INS) is not meeting predefined required accuracy specifications. This can be an issue when an aircraft is trying to align itself with a runway because runway headings are typically provided as a magnetic heading.
The magnetic heading provided by current INSs is synthesized from INS true heading, INS position, and magnetic variation (magvar) that is derived from a static lookup table (LUT). The magnetic heading accuracy specification (e.g., TSO-C6d; AS8013) states that the magnetic heading will meet a given accuracy (typically 2 to 3 degrees) for a given duration in time (typically 10 years) for the specified magvar LUT.
A static magvar LUT can prevent the INS from meeting the magnetic heading accuracy specifications for dates sufficiently far from the magvar LUT optimization date. This has become more common in recent years due to the drift of the location of the north magnetic pole, the geometry of the magvar LUT polar exclusion areas (
The present invention provides systems and methods for determining magnetic heading information for a vehicle. In one aspect of the invention, the system receives vehicle position and true heading information and identifies at least one polar exclusion area based on predefined magnetic variation (magvar) rate-of-change information. Magnetic heading of the vehicle is then determined when the position is outside identified polar exclusion areas based on locally stored magvar information and the received position and true heading information.
In another aspect of the invention, the system receives vehicle position, true heading, and current date information. Locally stored magvar information and magvar rate-of-change information is retrieved based on the received position information. The magnetic heading of the vehicle is determined based on the retrieved magvar and magvar rate-of-change information and on the received date and true heading information.
In still another aspect of the invention, a system receives vehicle position, true heading, and current date information. Magnetic heading of the vehicle is determined based on the received position information, the received date information, the received true heading information, and magnetic variation produced by a world magnetic model using previously stored world magnetic model coefficients.
In yet another aspect of the invention, a system receives vehicle position information and identifies at least one polar exclusion area based on predefined magvar rate-of-change information. Current date information and true heading is also received. Magnetic heading of the vehicle is determined when the position is outside the identified polar exclusion areas based on the received position, date, and true heading information, and on the retrieved magvar and magvar rate-of-change information.
In still yet another aspect of the invention, a system receives vehicle position information and identifies at least one polar exclusion area based on predefined magvar rate-of-change information. Current date and true heading information is also received. Magnetic heading of the vehicle is determined when the position is outside the identified polar exclusion areas based on the received position, date, and true heading information, and on the magnetic variation produced by a world magnetic model using previously stored world magnetic model coefficients.
Preferred and alternative embodiments of the present invention are described in detail below with reference to the following drawings:
As shown in
The magnetic heading determining component 50 receives position and true heading information from other components within the INS 30 or from external or internal sensors 38. The magnetic heading determining component 50 uses the received true heading and position information along with magnetic variation (magvar) information or world magnetic model coefficient information stored in the database 40 in order to generate an improved magnetic heading value for the vehicle 20. The vehicle 20 may be any vehicle requiring navigation information, such as aircraft, or surface or subsurface vehicles.
Then, at a block 86, the magnetic heading determining component 50 receives vehicle position information and true heading information from other preexisting components of the INS 30. Next, at a decision block 88, the magnetic heading determining component 50 compares the received position information to the predetermined polar exclusion areas. If the position information was determined to be within one of the polar exclusion areas, then, at a block 90, the INS 30 will not produce magnetic heading information. If the magnetic heading determining component 50 determined at the decision block 88 that the position information was outside of the polar exclusion areas, then, at a block 94, magvar information that is stored in a magvar look up table (LUT) within the database 40 is retrieved. The retrieved magvar information is based on the previously received position information. Next, at a block 96, the magnetic heading of the vehicle 20 is determined based on the received position and true heading information and the retrieved magvar information from the magvar LUT. Therefore, the magnetic heading information outputted by the INS 30 will not be performed in locations where the magnetic heading accuracy would be highly questionable. Polar exclusion areas based on magvar rate-of-change produce more effective cut-out regions, thereby improving the accuracy of the magnetic heading output of the INS 30. These new polar exclusion areas remove more areas that cause mag heading errors than the old cutouts.
The steps performed blocks 126, 130, and 132 are all independent, and could be performed in any order.
While the preferred embodiment of the invention has been illustrated and described, as noted above, many changes can be made without departing from the spirit and scope of the invention. The processes described above may be combined in any combination or order. Accordingly, the scope of the invention is not limited by the disclosure of the preferred embodiment. Instead, the invention should be determined entirely by reference to the claims that follow.
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|Clasificación de EE.UU.||701/472, 701/530|
|Clasificación cooperativa||G01C21/165, G01C17/38|
|Clasificación europea||G01C17/38, G01C21/16A|
|15 May 2008||AS||Assignment|
Owner name: HONEYWELL INTERNATIONAL INC., NEW JERSEY
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:MEIER, BEN;REEL/FRAME:020955/0860
Effective date: 20080515
|4 May 2009||AS||Assignment|
Owner name: HONEYWELL INTERNATIONAL INC., NEW JERSEY
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:LOVE, JEFFREY E.;REEL/FRAME:022632/0774
Effective date: 20090323